Train signaling apparatus



4 Sheets Sheet 1,

(No Model.)

H. R. MASON, TRAIN SIGNALING APPARATUS;

No. 463,066. Patented Nov-.10, 1891.

4 Sheets-Sheet 4 (No Model.) ,1

H. R. MASON.

' TRAIN SIGNALING APPARATUS.

No. 463,066. Patented Nov. 10,1891.

nnnnnnnnnnnnnnnnnnnnnnnnnn nnnnnnnnnnnnnnn 4c,

.latter. .in a certain train signaling system the same UNITED STATES HARRY R.

PATENT OFFICE.

MASON, OF CHICAGO, ILLINOIS.

TRAIN SIGNALING APPARATUS.

SPECIFICATION forming part of Letters Patent No. 463,066, dated November 10, 1891.

Application filed September 30, 1891. Serial No. 07,239. (No model.) i

To ctZZ whom, it may concern:

'Be it known that I, HARRY R. MASON, a citizen of the United States, residing at Ohicago, in the county of Cook and State of Illinois, have invented a new and useful Improvement in Train Signaling Apparatus,ot' which the following is a specification.

My invention relates to improvements in pneumatic signaling apparatus for use upon railwaytrains in which a pipe extending along the train and charged with an artificially-created fluid pressure communicates with. a signal upon the engine-cab and is provided upon one or more cars of the train with pressure-relief valves, or conductors signaling-valves, as they are called, which, when operated, effect a reduction of pressure in the train-pipe and create an impulse which is felt at the signal mechanism and actuates the The train-pipe above referred to is pipe as that employed for braking purposes,

. while in another system a line of train-pipe separate from the main train or brake pipe is provided and employed for signaling purposes only. In the last-named system as commonly employed both lines of pipe are charged with pressure from the same main reservoir on the locomotive, but to unequal degrees-that is to say, it is usual in practice to establish a standard of pressure at about seventy pounds to the square inch in the brake-pipe and about thirty pounds to the square inch in the sig naling-pipe.

My object is to provide a pressure-reducing valve of improved construction for use in train signaling systems employing a separate lating-valve turned to a position at right anies to that shown in Fig. 1- Fi 3 a central c a o g vertical section of a signal-valve, showing the pipes connected therewith in elevation;

Fig. at, a vertical central section of my improved conductors signaling-valve; Fig. 5, a section taken on line 5 of Fig. 4 and viewed in the direction of the arrow; Fig. 6, a top plan view of the conductors signaling-valve, with its regulating-valve portion and operating handle removed; and Figs. 7 and 8 bottom plan and top plan views, respectively, of the said regulating-valve. V

The pressure-reducing valve A is provided with a regulating-valve t, which may be a plugvalve', as shown, or of any other suitable construction. Extending to the valve 75 is a passage s from the main reservoir pipe, (not shown,) which pipe connects with the valveshell at 00. B is the signaling-pipe, which extends along the train in the usual manner. Extending between the regulating-valve t and signaling-pipe B are a direct or main passage R andan indirect or supplemental passage q. The regulating-valvet may be turned to the position shown in Fig. 2 to cause airpressure entering from the main reservoir through the passage 8 to flow through the direct passagerto the signaling-pipe, or it may be turned from that position a quarter-revolution to the position shown in Fig. 1, to out off the direct passage 0 from the passage 8 and cause the pressure to flow from the latter passage only through the indirect passage g. In the passage 3 is a pressure-reducing valve 17, which seats in the direction of the mainreservoir pipe. normally against its seat by a spring 19, to out off the flow of airfrom the main reservoir to the signaling-pipe. In practice the spring 19 may have a resistance of, say, thirty-five pounds, and as it is usual in air-brake sys-- terns of this class to raise the pressure in the main reservoir to ninety pounds, the signal ing-pipe will be charged through the pressure-reducing valve 17 with about fifty-five pounds pressure. Interposed in the indirect passage q is a valve-chamber q, containing a valve or movable abutment g which seats in the direction of the signaling-pipe to close the passage q and is held normally away from its seat by a spring g of, say, ten or fifteen pounds resistance. The valve g shown fits and slides at its circumference against the wall of the chamber q, and in the said wall is a longitudinally-extending groove g which,

The valve p is maintainedwhile the valve g is held away from its seat, affordsa small open passage around that valve.

In operation the regulating-valve t is first turned to the position shown in Fig. 2 and the pressure from the main reservoir opens the reducing-valve p and fills the signalingpipe with pressure up to that of the main reservoir, less the resistance of the valve 19. The regulating-valve 75 should then be turned to the position shown in Fig. 1 to cut off the direct passage r and to direct the pressure from the passage 3 through the indirect or auxiliary passage q. \Nhcn in this position, any variations of pressure between opposite sides of the valve g less than the resistance of the spring (1 will be overcome through the small open passage (1 The spring g must be capable of maintaining the valve (1 away from its seat against pressure from the passage 8 when the signaling-pipe pressure is reduced by operating the signal or by ordinary leakage. The function of the valve g is to prevent the main reservoir from being unduly vented or exhausted of its pressure should the signaling-pipe be accidentally broken or one of its couplings between cars be parted. In the event of an accident of this nature the sudden great reduction of the pressure in the signaling-pipe will cause the reservoir pressure to overcome the resistance of the spring g and close the valve The plug-valvet shown is provided with a handle 25', by means of which it is operated.

As stated, it has been usual heretofore in signaling systems employing a line of pipe separate from the main train or brake pipe to maintain in that pipe as a standard pressure at about thirty pounds to the square inch. I have found from experience that impulses due to a given reduction of pressure created at a conductors signaling-valve travel more rapidly and act more positively upon the signal mechanism where the standard of pressure is high in the signaling-pipe than where it is lower, and this is especially noticeable in long trains.

With my improved pressure-reducing valve I am enabled to maintain as high a standard of pressure in the signaling-pipe as desirable, for the reason that the valve p when closed shuts off all communication between the signaling-pipe and main reservoir and will prevent retrogression of pressure should the pressure in the main reservoir fall below the signaling-pipe standard. Therefore in a long freight-train, for example, employing my signaling system the main reservoir may be vented of more than thirty-five pounds of its pressure in releasing brakes without actuating the signal. It will be understood that if the valve 19 did not prevent retrogression of pressure, as described, a reduction in' the main reservoir which would bring its pressure below that in the signaling-pipe would cause the pressure in the latter to reduce with that of the main reservoir and actuate the signal.

The signal-valve O illustrated in Fig. 3 is substantially the same as the signal-valve shown and described in Letters Patent of the United States Nos. 450,334 and 4E5O,335,granted to me April 14, 1891. It comprises a shell provided with a chamber 0, which at its top is open to the signaling-pipe B. At the center of the base of the chamber-0 is an opening 0 to the signal, (not shown,) and in the lower part of the said chamber is a port 0 leading to a pipe y, which communicates with a supplemental air-reservoir. (Not shown.) In the chamber 0 and fitting and sliding at its circumference against the innerwall of the latter is a valve or movable abutment n upon a stem 77.. The stem n moves in a guide m, and seats at its end normally over the outlet-opening 0' to effectually close the same. Around the valve or is a small constantly-open passage Z, which communicates at one end with the signaling-pipe and at its opposite end with the chamber 0 below the valve 01. In the wall of the chamber 0, above the normal position of the valve 41, is a groove of a length somewhat greater than the thickness of that valve. B is charged with pressure from the main reservoir, as described, the pressure exerts itself against the top of the valve 71. and presses the latter down to cause its stem to seat over the opening 0. At the same time the pressure flows down through the passage Z and fills the chamber 0, below the valve 41, and the supplemental reservoir through the port 0 and pipe y. Air will fiow through the passage Z, as described, until the pressure behind the valve nthat is to say, in the supplemental reservoir and lower port of the chamber 0Will be the same as that in front of or above the valve 11. When the pressure in the pipe B is suddenly reduced, the superior pressure then existing in the supplemental reservoir and lower part of the chamber 0 will raise the valve 02 before the pressure can escape through the passage Z, and inrais- When the pipe- IIO ing the valve n it opens the passage 0, permitting the escape of pressure to the signal to actuate the latter. As the valve n is raised it registers with the groove is, and thus opens an additional and larger passage around said valve, through which the pressures on opposite sides thereof Will be quickly equalized and permit the valve to drop again to its seat. The construction and operation of this valve are so similar to the signal-valves shown and described in my aforesaid Letters Patent that further description thereof in the present connection is thought to be unnecessary.

The conductors signaling-valve D is provided with upper and lower chambers it, divided from each other by a movable abutment h, and with an expansion orlimiting chamber g. Above the said chambers is a chamber f, the base of which affords a valveseat for a regulating-valve e. In the said valve-seat is a port f, communicating with the chamber 1., a portf also communicating with the chamber 1 a port f communicating .naling-pipe.

with the chamber g, and an exhaust-port f communicating with the outside air, all the said ports being in the relative positions shown in Fig. 6. Extending through the regulating-valve e is a passage 6', rendered flaring on the under side of said valve by a groove 6 extending in the direction shown in Fig. 7. On the under side of the regulating-valve e is a groove e located with relation to the opening 9 in the position shown and of the relative dimensions shown. A passage cl, cored in the valve-shell, communicates at its outer end with the signaling-pipe B and at its opposite end with the chamber f, above the regulating-valve 6; also, cored in the valve-shell is a passage 0, extending from the chamber f above the regulating-valve to the lower part of the chamber 2'. At the center of the lower part of the chamber is an outlet-opening b to the outside air. The movable abutment or piston h is provided with a stem h, which moves in a guide 72 and at its lower end seats normally over the opening I) to close the latter. In the chamber "6, above the piston h, is a seat 1' for the valve h, tolimit the rise of the latter. The regulating-valve e is operated by a handle ct through the me dium of a stem a, which extends through the upper part of the valve-shell and engages the said valve. On the handle a is an indicator (L2, which moves against the rim w of the valve-shell between two stops as 00 formed .thereon. Vhen the indicator is turned to the stop 00, the passage 6 of the regulating-valve registers with the port f, the port f is blanked, and the ports f and f are brought into communication by the groove 6 WVhen the regulating-valve is in the position stated, pressure from the signaling-pipe flows through the passage d to the chamber f and down through the passage 6 and port f to the chamber '6, filling the said chamber and pressing the piston it down, so that its stem effectually closes the outlet 19. At the same time the pressure will pass from the chamber f through the passage 0 to the chamber 2" and fill the latter with pressure equal to that in the chamber 2'. The pressures on opposite sides of the piston 71, are thus at an equal standard corresponding with that of the sigmunication, as described, open the limitingchamber 9 to the outside air, whereby its pressure will be the same-as that of the surrounding atmosphere. When the indicator a is turned to the stop 03 the ports f f and the passage 6 will be blanked and the ports f f brought into communication by the groove e This cuts off the chamber i from the signaling-pipe and opens the said chamher to the limiting-chamber g, whereby its pressure will expand into the latter chamber and be thereby reduced. The relative sizes of the chambers t' and g should be such that the expansion described will effect a reduction of pressure in the chamber '5 of, say, two pounds, though this figure is purely ar- The ports f f being in combitrar y. Then the pressure in the chamber 2' is reduced, as described, it will be two pounds less than the signaling-pipe pressure exerted through the passage 0 and chamber z" against the under side of the piston h. The piston It will thus be driven upward against its seat at 2' and remain in that position until the pressure escaping from the signaling-pipe through the passage 0 and outlet b falls below the pressure in the chamber i, when the latter pressure will force the piston it down again until its stem closes the outlet b. Itwill be seen that whatever reduction of pressure is effected in the chamber twill produce a substantially corresponding reduction in the signaling-pipe B without reference to the length of that pipe-in other words, while in a longer pipe more air will have to escape to produce a reduction of two pounds therein than where the pipe is shorter. The outlet-opening Z) will remain open until this reduction takes place. Each time the conductors signaling-valve is opened the signaling-pipe pressure will be reduced, say, two pounds, as before stated, and will cause the movable abutment n in the signal-valve C to be raised to actuate the signal.

In practice the outlet-opening Z) of the conductors signaling-valve will-have a greater area than the small passage (1 in thepressure-reducing valve A. Consequently the pressure in the signaling-pipe will be reduced through the outlet 1) more rapidly than it can be raised through the groove 9 The groove 6 in the regulating-valve e is provided in order that the passage 6' may register with the port f, even if the indicator a is not turned completely to the stop 00. After the indicator a has been turned to 00 to open the conductors signaling-valve, the valve should be permitted to remain open until the escape of air through the outlet-port b has ceased and then closed.

It will be seen that no matter how quickly or slowly the handle is turned from as to the amount of pressure vented from the signaling-pipe will be the same. This is an important feature, because all otherconductors signaling-valves of which I am aware which vent directly from the signaling-pipe to the outside air permit more pressure to escape when the valve is openedslowly than when it is 'quickly opened, and in consequence the degree of venting is left to the judgment of the operator. My improved conductors signaling-valve is adapted for use in the system wherein the signalingpipe and brakepipe are the same, as well as in the system employing an extra line of. pipe for signaling purposes.

Should it ever be found desirable to increase the capacities of the chambers 71 and g, or either of them, beyond the limits of the valve-shell, this may of course be done by providing a special reservoir for such chamber or chambers, each reservoir to act in effect as a part of the chamber with which it l 7V V communicates and augment the capacity of the latter.

Vhile the valves and other features of my improvement are shown as I prefer to construct them, these constructions may of course be modified in any manner which will not depart from the spirit of my invention, as defined by the claims.

What I claim as new, and desire to secure by Letters Patent, is

1. In a train signaling system, the combination, with the main reservoir and signaling-pipe, of valve mechanism interposed between said reservoir and pipe. and operating automatically to reduce the pressure flowing from said reservoir to said pipe and to prevent the retrogressionof pressure from said pipe to said reservoir, substantially as and for the purpose set forth.

2. In a train signaling system, the combination, with the main reservoir and signaling-pipe, of a valve device between said reservoir and signaling-pipe having a direct passage and an indirect passage-both extending between the said reservoir and signaling pipe, a regulating-valve in said valve device operating to direct pressure from the main reservoir to the signaling-pipe through either said passage, and a supplemental valve in said indirect passage operating by abnormal reduction of back-pressure in the signaling-pipe to shut off communication between said pipe and the main reservoir through the said indirect passage, substantially as described.

3. In a train signaling system, the combination, with the main reservoir, signalingpipe, and pressure-reducing valve interposed between said reservoir and pipe, of a valve device between said reservoir and pipe having a direct passage and an indirect passage both extending between the said reservoir and signaling-pipe, a regulating-valve in said valve device operating to direct pressure f mm the main reservoir to the signalingpipe through either said passage, and a springcontrolled supplemental valve held normally open by its spring and operating by abnormal reduction of back-pressure in the signalingpipe to shut off communication between said pipe and the main reservoir through said indirect passage, substantially as described.

4. In atrain signaling system, the combination, with the signaling-pipe and signal actuated by a reduction of pressure in the signaling-pipe, of a conductors signaling-valve connected with the signaling-pipe and provided with regulating mechanism operating auto extentof pressure from said pipe by withdrawing air therefrom to an extent governed by the capacity of the pipe, substantially as described. 5. In a train signaling system, the combination, with the signaling-pipe and signal actuated by a reduction of pressure in the signalin g-pipe, of a conductors signaling-valve connected with the signaling-pipe and provided with mechanism operating when said valve is opened to open and then close communication between said pipe and the outside air without reference to the time consumed in operating said valve, substantially as described.

6. In a signaling system, the combination, with the conduit-pipe charged with an artificially-created fluid-pressure, of a conductors signaling-valve D, having an inlet from said pipe, an exhaust-port to the outside air, a chamber 2', a regulating-valve operative at Will to charge the chamber 11 with pressure from said pipe or vent pressure from the chamber t', a movable abutment normally closing the said exhaust-port and exposed on opposite sides, respectively, to pressure from the chamher i and said pipe, whereby when the reg'ulating-valve is moved to vent pressure from the chamber 1' pressure from the said pipe will move the said abutment and escape at the exhaust-port, substantially as described.

7. In a signaling system, the combination, with'the conduit-pipe charged with an artificially-created fluid-pressure, of a conductors "signaling-valve D, having an inlet from the said pipe, a chamber 2', a limiting-chamber g, and an outlet 12, valve mechanism in the valve D, operating when moved to one position to direct pressure from said pipe to the chambert' and exhaust the chamber g and when moved to another position to close communi- 

